Safety-valve for water systems in connection with air-brake systems.



PATENTBD MAR. 17, 1903.

W. D. SCOTT. SAFETY VALVE POR WATER SYSTEMS 1N CONNECTION-WITH AIR BRAKE SYSTEMS.

APPLIOATION FILED JUNE zz. 1907.

@brummt 1m: nomas urns co., wAsumcroN, u, l..

UNITED sTaTps PATENT erosion.

WILLIAM D. SCOTT, OF SHERMAN, TEXAS.

SAFETY-VALVE FOR WATER SYSTEMS IN CONNECTION WITH AIR-BRAKE SYSTEMS.

To all whom it may concern.'

Be it known that I, lViLLIAM D. SCOTT, a citizen olE the United States, residing at Sherman, county ot Grayson, State o` Texas, have invented certain new and usel'ul lmprovements in Safety Valves tor later Systems in Connection with Air-Brake Systems, of which the following is a s pec' ieation.

My invention relates to safety valves and particularly to valves l'or use with water systems which are operated by air pressure from brake cylinders ot' air-brake s) stems, and the object is to provide valves which will prevent a water system from interfering with the operation of the brakes ol' an air-brake system when the water system is operated by air from the air-brake system.

The governor which is now 4used with water systems is objectionable lor several reasons. The passage ways become clogged with dirt and the valves will not operate promptly. In this governor system, when a person uses water, he will use. more or less air. This will cause a release ol the brakes.

The improved valve is applicable to water systems of sleeping cars, dining cars, and other ears in a train otl cars, as the valve will use only a small percentage ole the brake power. .lt is absolutely sate to use air l'rom the auxiliary reservoir and it will not endanger a train of' cars it the reducing valve gets out of order. The governor now used is dispensed with and the improved valve is used-to raise water to sleeping cars or other cars in a train ot cars. This valve cuts oil' communication between the auxiliary reservoir and the water system while thebrakes are in use and there will be no danger ol the brakes being released by the water system or of the auxiliary reservoir being overcharged, setting the brakes harder.

Other' objects and advantages will be lully explained in the following description and the invention will be more particularly pointed out in the claims.

Reference is had to the accompanying drawings which form a part et' this application and specification.

Figure 1 is a diagrammatic view ol' the apparatus with which the valve is used, showing the valve closed to cut otlI communication with the water system. Fig` 2 is `a similar view, showing the valve open and the pressure of the auxiliary reservoir and the water system equalized. Fig. 3 is a longitudinal section of the valve. Fig. '-1 is a per- Specification of Letters Patent.

Application filed June'22, 1907.

Patented March 17', 1908.

Serial No. 380,213.

spective view of the valve, showing a dillerent application from that shown in the previous ligures. Fig. 5 is a broken longitudinal section of the rotary valve shown in Fig. L1.

Similar characters of reference are used to indicate corresponding parts throughout the several views` The improved valve -is located between the ordinary brake cylinder 1 and an air storage tank 2 and also between the air storage tank 2 and the auxiliary reservoir 3, the auxiliary reservoir 3 and the brake cylinder 1 being connected by a pipe 4 and through the usual triple valve 5. The safety valve 6 has comnninication with the auxiliary reservoir 3 through a pipe 7 connected with pipe -1 and has communication with the brake cylinder 1 through the pipe S and has communication with the air storage tank 2 through pipe 10 which is provided with a non-'return check valve 9. The storage tank 2 has communication through a pipe 11 with the water tank 12. The pipe 11 is provided with a reducing valve 13 which is preferably set at 20 pounds pressure. The pipe 11 is also provided with a non-return check valve 14. The valve 6 has a port 15 in coninninication with pipe 7 and a port 16 in communication with pipe 10. A small piston 17 and a large piston 1S mounted on a piston rod 19. A spring 2() presses against the piston 1S. The tension ol this spring is varied by a threaded box 21. This box is threaded intiriorly and screws on a hollow boss 22. By means of the spring adjusting box the spring 2t) may be adjusted to the dill'erent pressures which may be used in a train line. The valve 6 has a reduced portion 23 in which the valve 17 reeiprocates. W'hen an engine is charging up, train air passes into the auxiliary reservoir 3 until it accumulates a little over 60 pounds, the port 16 standing closed by piston 17. As soon as the pressure goes beyond pounds, the piston 17 is l'orced from over port 16. This port admits the air to the air storage tank 2 and the port 16 remains open as long as the brakes are not set. When the brakes are applied, air from the brake cylinder passes in behind the piston 1S and with the aid ol spring 2() adjusted to 60 pounds and with the dill'erence in size of pistons 1S and 17 moves the pistons to close the port 16 to water system. This is supposing that the train line pressure is 110 pounds. The piston 1S will have to be large enough to over- 25 and a port through the valve 24.

come the difference between 10 pounds brake cylinder pressure (which is minimum) and 6() pounds spring pressure, and the 110 pounds pressure on piston 17 which would be 40 pounds, as there would be a reduction in auxiliary pressure to set brakes, for instance 7 pounds. This would make the piston movement very positive in closing the ports, and when the brakes are released the 110 pounds pressure would be very positive in overcoming the 6() pound spring pressure and opening the ports to charge water system again. The valve will work equally as well when 70 pounds train line pressure is used and the spring 2() adjusted to 35 pounds pressure. Y

Figs. 4 and 5 illustrate a variation in the valve which may be used to close and to open the ports to the water system. The valve here shown may be used to oscillate a double seated rotary valve. The valve 24 is mounted in the pipe 10 to the water system and be provided with seats 25 screwed on the pipe l0. Ports are made through the seats This valve 26 has a piston rod 27 pivotally engaging the valve stem 28 and the valve is connected with the brake cylinder l 4by a pipe 8 and is provided with a piston 29 and a spring 2O and adjusting box 2l. A

Having fully described my invention, what I claim as new and desire to secure by Letters Patent, is,-

l. A safety device for railway trains comprising a cylinder having a large portion and a reduced portion, a large piston operating in the large portion of said cylinder and a small piston operating in the reduced portion of said cylinder, a common piston rod carrying said pistons, a spring cooperating with said large piston, an adjusting spring seat for said spring, a pipe connecting the large portion'of said cylinder with an air brake cylinder, a pipe connecting the reduced portion of said cylinder with the auxiliary reservoir of an air-brake system, and a pipe connecting said reduced portion of said cylinder with an air storage tank.

2. A safety valve for the water system of a train using an air-brake system having communication with the air brake cylinder, communication with the train line pressure and the auxiliary reservoir of the air brake system, communication with an air-storage tank, and pistons for opening and closing the communication of said valve with said air storage tank.

3. In a safety device for water systems of railway trains, the combination with the brake cylinder and the auxiliary reservoir, of a valve operatively connected to said brake cylinder and said reservoir, an air storage tank connected to said valve, a water tank operatively connected to said air storage tank, and pistons movable in said valve to out ofic communication of said brake cylinder` and auxiliary reservoir with said water tank.

4. Tn an air-brake system provided with an auxiliary reservoir, a brake cylinder, and pipes connecting said reservoir and said cylinder; a safety valve operatively connected with said cylinder and said reservoir, a water tank, an air storage tank between said valve and said water tank, a pipeforming a communication of said air storage tank and said water tank provided with a non-return check valve and a reducing valve, a pipe connecting said valve and said air storage tank and provided with a non-return check valve, and

pistons mounted in said safety valve to open and close the communication between said safety valve and said water tank.

5. A safety valve for the water system of cars connected with an air brake system having communication with the water system and having communication with the air brake system and pistons movable therein for opening and closing the communication between said water lsystem and said airbrake system.

6. A safety valve for the water system of cars connected with an air brake system having communication with the air brake system and communication with the water system, a large piston and a small piston and a common piston rod carrying said pistons in said valve, and a spring cooperating with said large piston and provided with means for varying the tension of said spring.

In testimony whereof, l set my hand in the presence of two witnesses, this 15th day of June, 1907.

WILLIAM D. SCOTT. l/Vitnesses:

A. L. JACKSON, B. J Lonxowsxr. 

